Engine lubricator



RENEWED NOVI 12.1921.

S. J. MATTHEWS. ENGINE LUBRICATOR. APPLICATION FILI-:D SEPT. I2, 19H.

3 SHEETS-SHEET 1 Patented June 20, 1922.

.,IIIIIIIIII II I S. J. MATTHEWS.

l ENGINE' LUBRICATOR. APPLlcAATloN msn SEPT. 12. 1917. xemewan Hov.12.1921.

3 SHEETS-SHEET 2.

Mmm@ 4 72 k gi/MW S. I. MATTHEWS. ENGINE LUBRICATOH.

APPLICATION FILED SEPT. l2 1917. RENEWED NOV. I2, 1921. 1,420, 1 25Patent-901.11m@ zo, 1922.. 3 SHEETS-SHEET 3.

zy .INVENTD Win.

SCOTT J'. MATTHEVS, 0F PORT CLINTON, CHIC.

ENGINE LUBRICATGR.

i einen J1) lisation tiled Se'iteinber 12, 191'?. Serial No. 199.906.

Be it known that l, Flci'nu J. idivrfrnmvs, a citizen of the Unitedtiltates, and a resident oi Port Clinton, in the county ot Ottawa andState oit Chio, have invented a cert-ain new and useful Enginelnihricator; and 1 do hereby declare the tolltnving to he a ilull,clear, and exact description et the invention, suoli as will enableothers skilled in the art to which it appertains to make and use thesame, reference being had to the accompanying drawings, and to thecharacters oil' reference inarlred thereon, which form a part ot thisspecification.

The. invention may he contained in a numher oif forms of constructionand l'. have selected 'for purposes. olf illustration, one 'torni otconstruction that is illustrated in the drawings and is describedhereinafter.

Figure 1 oit the drawings is a sectional view of the engine taken on theline 1 1 indicated in Fig'. 2, and Fig. 2 is a sectional View taken onthe line 2 2 indicated in Fig. 1. F ig. 3 is a side vienT ot theluhrica* tor, Fig. t is an edge vieiv of the device illustrated in 3,Fig. 5 is a section ot' the crank oi the. engine.

1, Fig. 1 is the engine havinga large cooling jacket 2 forming a largecooling chant her' 3 that surrounds the engine cylinder 4 and theextended cylinders 5 that receive the valve cages 6. ln the Wall of thejacket 2 is Aformed a large recess 7 in which is located the sparlr plug8. The aelret 2 is provided with another large recess 9 into which theexhaust pipe 10 may he inserted and threaded into the exhaust.passage-way 11 that communicates with the engiiie cylinder when theexhaust valve is open. The recess 9 and the exhaust pipe 10 Yl'ornis alarge annular chamher 12 that is located Within the jacket 2. Theexhaust pipe 10 communicating With the short exhaust passageway 11greatly reduces the amount oit heatl that would he transmitted to thecooling medium it the passage-Way 11 extended its Whole length throughthe chamber 3, as does the p esage- Way 13 that connects the cylinderwith the carburetor 111. lllhe inlet passage-Way 13, heing surrminded hythe chamber 3 and sepa rated therefrom by the cylindrical Wall 15,permits the Yluel vapor to he heated by the Water contained in thechamber 3 to insure ignition and perfect combustion Within the cylinderf1 oii the engine.

To the upper end ot the pipe 1G is connect-- Specification ot LettersPatent.

patented June 2th 11.1255.

Renewed November 12, 19521. Serial No.

ed and secured the cooling means 1T which consists ol? a drum 1S'ton/containing a surplus ot' cooled Water that passes down through thepi. )e 1G into the chamber The upper end of the pipe 16 is secured inthe bottom ivall 'et the drum 18 hv inea-ns ot the clamping nuts thatthread upon the pipe 1G. :1 second pipe 19 communicates With the chamber3 and receives the steam and hot Water that is formed and heated in 'thechamber 3 by the combustion of the fuel gases in the cylinder l1.

By the coolingl means time provided the cylinder, the pistoln the valvecages and valves are kept at a low temperature and overheating thereofis prevented.

The valve cages G are inserte-:il in extender cylinders that passthrough the chamber 3 iro-in the valve gear recess formed in the upperend ot the engine. The valve cages (i are cylindrical members that 'litinto the cylinders The valve heads 33 lit and seat upon the lower endsof the cages (3 in which are formed recesses 11 and 3ft that communicatein the one case with the inlet passage-Way 123 and in the other casewith the exhaust pipe 1U. The recess 11 communicates directly with theexhaust pipe 10 that is secured in the Wall ot the engine and does notpass through the chamber $3 but which is separated 'from the jacket Q hymeans of the annular space 12, while the recess 31 communicates with thepassage-Way 1? that passes through 'he chai'nher 2% and is separatedtherefrom only hy the n'all The cylinders 5 and the c; "les (3 areprovided with shoulders 35 that are separated hy copper packing ii "ugs3G and the upper ends oit the are provided with flanges that areseparated from the hottoin oi' the valve gearing recess hy means et thecopper packing rings 235i, The rings 2%(3 and 38 prevent the escape o lIthe gases, particularlyY at the time ot compression and explosion, hythe cages G. rEhe cages ti are provided with extended cylindricalnipples 3S forming annular chambers ivithin the cages 6 in which arelocated springs et@ that press against Washers L1-1, located on theupper ends oi the valve stems 4t2 and .vhich are. held between thesprings el() and the pins 41553. rllhe springs 440 operate to pull thevalve heads 33 against end seats termed on the lower ends oi,E the cages6 in the manner Well ltnovvn in the art.

T he valve lever trame 46 is provided with downwardly extending lugs et?that are placed so as to rest upon the flanges of the cages in thecylinders 5. when the frame Li6 is secured by the bolts 46 that aresecured in the bottom of the valve gearing recess formed in the top ofthe engine.

The levers extend from over a passageway 50 to the upper' ends of thevalve stems 42. The valves and levers being operated by cams located ona Shaft in the crank shaft casing from which motion is communicated tothe levers by rods 5l located in the passage-way 50, the levers are sopositioned that the ends of the levers operated upon are brought in linewith the cams and the vertically extending rods while the ends of thelevers operating on the stems are so located as to permit the inlet andexhaust passage` ways to extend diametrieally through the engine and atright angles to the crank shaft for advantage of position of thecarburetor and the exhaust pipes connected to and leading from theengine. The recess 7 in which the spark plug is located terminatesbetween the cages 6 and consequently between the valves of the enginewhich give advantage of position for the spark plug.

The levers 53 and 54 differ in their respective lengths and the axes oftheir pivot pins are displaced by a corresponding requisite distance inorder that the movements given to the ends of the levers by the rods 5lmay be the same to cause the same extent of openings of the valves. Theframe li6 is also provided with a threaded boss in which is secured thethreaded stud 59 by means of which the cover 60 may be secured inposition over the valve gearing recess 6l formed in the upper end of theengine. The cover 60 may be locked in position by means of the thumb nut62.

The rods 5l that operate the valve levers 53 and 54 extend down to thecams 6ft located on a shaft that is displaced from the vertical planepassing through the axis of the crank shaft in order that the levers 58may be operated by direct vertical move ments produced by the cam 6ft.The rods 5l, are for purposes of adj ust-ment, threaded into rods 65that pass through holes bored in a shelf 67 forming a part of the endplate 68 of the crank casing 69. The lower ends of the rods 65 areprovided with feet 70 that rest against the cam 64. Springs 71 arelocated intermediate the shelf 67 and the feet 7() and operate to pressthe feet 70 against the surfaces of the cams 6-1 and prevent anychattering that may be caused intermediate the feet and the cams 64.Rotation of the rods 5l and 65 are prevented by channels 72 formed inthe rods 65 and lingers formed on the plate 7 3 that is bolted to theshelf 67.

To the shaft 65 which is rotated synchro4 nously with the valveoperations may be secured the timer 741-. The shaft 65 is supported inthe end plate 66. .lt passes through bosses formed on each side of theplate 66. li'lotion is communicated to the shaft 65 by means of the gearwheels 76 and 77 which are located on the crank shaft of the engige andon the cam shaft 65 respectively. To communicate this motion., any forniof gear wheels may be used, but for purposes of lubrication, l havefound it preferable to provide gear wheels having worm teeth of smallangularity with respect to the axes of the wheels. rEhe teeth maybelocated in any angle within certain limitations, but I have found thatteeth located at an angle. of 23 degrees is possibly preferable toperform the desired lubricating operations. Using angular teeth as wellknown, also reduces the noise and clatter caused by rotation of the gearwheels and as hereinafter described finds great utility in providing anefficient propelling means for the lubricant used in keeping the enginethoroughly oiled.

The wheels 76 and 77 are so located that as the teeth come together theyoperate to squeeze or direct the oil that collects in the teeth of thewheel 77 towards the crank 78. ln order to collect oil placed in thebottom of the casing 69, the cam shaft 65 is preferably located belowthe horizontal plane through the crank shaft. rlhe wheel 77 thus passesto near the bottom of the crank shaft casing 69 and dips below thesurface of the oil 79 that is placed in the bottom of the casing 69. lnthe rotation of the wheel 77 the oil collects between the teeth of thewheel and is carried up tothe wheel 76 and by reason of the speed ofrotation of the crank and cam shafts, the oil .is squirted from betweenthe wheels 76 and 77 towards the crank 78. The crank 78, is providedwith an opening 80 that passes through the crank bearing` portion of thecrank shaft. The outer ends 6l. of the crank members are rounded and inthe rotation of the crank shaft the opening 66 passes opposite thepoints of contact between the wheels 76 and 77. The teeth of the spiralgears 77 and 76 being located at a slight angle to their respectiveaxes7 and the following` corners of the spiral gears 7 7 being locatedin such a position that they will pass close to the open end of thehollow crank pin. the leading corners of both gears 76 and 7 7n'illfirst engage land squeeze the `oil that is gathered `by the teeth of thegears 77 when dipped below the surface of the oil in the bottom of thecrank shaft casing` and force the oil towards the following corners ofthe teeth of the gear wheels and shoots .it from between the wheels in acontinuous spurt or stream as indicated at 11.0. The crank pin in therevolution of the crank shaft 87 rotates so that the opening` S0 willpass in line with the stream 11.0 and be filled in greater part with theoil. The following edge of the opening 8O .is slightly extendedoutwardly to form a lip 82 to catch and retain the oil that shoots intothe o}1 ening SO. As the opening' 8() passes the points of contactbetween the wheels 'TG and 77, the opening- 8l) being thus formed withan extended lip on the following side will receive a full charge fromthe stream of oil.

The ends of the opening SO opposite the side on which the gear wheels TGand 77 are located, may be closed by a suitable plug whereby a greatpart of the oil may be retained within the opening 80. Holes 83 arebored through the crank bearing or hollow crank pin and the centrifugalaction produced on the oil by the rotation of the crank shaft causes theoil to pass out through the opening 83 and. thus oil the crank pistonrod bearing. rEhe oil escapes from each side of the bearing and byreason of the centrifugal movement it enters the cylinder 4t and oilsthe piston. The splashing of the oil against the sides of the casing G9causes it to diffuse itself over the crank shaft bearings which arethereby also oiled. This is also true of the cam shaft bearing, the camsand the cam rod 65.

l have also provided by my invention, a means whereby the partscontained in the crank shaft casing 69 may be easily made and may beeasily assembled and disasw seinbled. rlhe piston may be easily removedfrom the cylinder by merely removing the lower half of the crank shaftpiston bearing and as it passesclose to the edges of the gear wheelsslipping the piston down from the cylinder et and guiding the piston rod85 outward through the opening 86 formed in the casing 69. It may bereturned in the saine manner. This will permit the operator to clean thepiston and will enable him to get into the cylinder for purposes ofcleaning. The plate (SS forms a support for the cams, the crank shaftbearing, the cam shaft bearing. the ltimer and the cam. rods G5. Thecrank shaft QT niay be easily removed by disconnecting the piston rod,the fly wheel and the rods 5l from the rods (l5, whereupon 'the plate GSmay be lunbolted and removed together with the parts supported thereby.This will also draw out the crank shaft 87 and the working parts of theengine contained in the crank casing may then be laid on the operatorsbench for inspection, repair or replacement.

By my invent-ion l have also provided crank shaft bearings that may bereadily manipulated to take up any wearing that will occur in theoperation of the engine. The bearings supports are cast with the plateG8 and with the casing G9. The upper sides of the bearing supports 90and 91 are split and a bolt 92 passes through the split portion of thebearing supports. Around the upper two thirds of the bearing supportsand at the ends thereof, channels 93 are formed in the casting. Thechannels 98 extend about two thirds of the distance around the bearingsupport and makes the upper part of the bearing supports .flexible sothat the upper parts may be brought together by a nut Slet when'threadedupon the bolt 92. This permits adjustability of the size of the bearingsupports 90 and Ql. Babbitt bearings 95 nia-y be i sorted in the bearingsupports 9() and 91. The .Babbitt bearings 95 may also be split in'twohalves or may be split only in the upper sides thereof. `When thebearings 95 wear, to take up loose-A ness between the bearings 95 andthe shaft 87, the nuts are screwed down on the bolts 92 which forces thebearings 95 closer to the shaft 87.

Around the outer ends of the bearings and in the casing 69, and plate68, channels 97 are formed which collect the oil that works out from thebearings. This drains down to the bottom of the casing 69.

By my invention is also provided means for lubricating the valve leversand valve stems. In the operation of the crank shaft, the oil issplashed within the casing 69 by the centrifugal action of the crankshaft and forms a spray of oil. The carburetor 14 is connected with therecess 61 formed in the top of the engine and by the suction that isproduced in the operation of the piston of the engine, the pressure inthe recess or cavity 6l is reduced, and as the air is permitted to passthrough the cracks and spaces formed in and around the ends of thebearings of the crank shaft, a supply of oil will be drawn through thepassage-way 5() and into the recess or cavity 6l and in quantities suchthat will keep the recesses or cavity Gl oiled. By reason of the reducedpressure within the recess or cavity 6l, and consequently within thecasing 69, no oil will work through the cracks of the engine but will beexpended entirely in the lubrication of the engine. By this means theengine may be kept clean from oil that would otherwise work th rough thejoints and crevices of the engine casing.

ln order to prevent the inist of oil formed by the operation of thecrank shaft from entering the carburetor in too great a quantity, anopening 98 is formed in the plate GO. rThis will permit an increase ofpressure within the cavity or recess 61 but nevertheless the pressurewithin the cavity will be less than atmospheric. lt will also supplyfresh air to the carburetor while the mist of oil will settle on thelevers 58 and 54, the pins 55 and the stems 4t2 as the fresh. air willpass across the under side of the cover GO from the opening 98 to andthrough the nipple 99 that is connected to the pipe 100 that leads tothe carburetor 4:4.

If desired, a float lOl may be located in the Crank shaft easing' 69 andconnected to a rod 102 which will indicate at all tiinee the level ofthe oil at the bottoni of the crank shaft easing.

I claim:

l. ln an engine, a crank shaft having a hollow crank pin portion, gearwheels havingworni teeth lor directing oil at right angles to the facesof the gear wheel and into the crank pin.

2. ln an engine, a crank shaft having a hollow crank pin portion, gearWheels having worin teeth for directing oil into the crank pin, one ofthe gear wheels keyed to the crankshaft, the crank pin having openingstor communicating with the exterior of i the crank pin.

3. In an engine, the crank shaft having a hollow crank pin, the crankpin having an extended lip on one side of the opening, a pair ef wornigear `wheels for directing a. stream of oil into the hollow crank pin.

4. In an engine, a plurality oit moving parts, a pair of worin gearwheels meshing in proximity to the parte, the worm gear wheels havingteeth located at an angle to the axes of rotation, the axes oi rotationlocated in parallel relation and the following corners of the teeth oitthe spiral gears located in proximity to and on that side of the spiralgears on which the said moving parte are located, a Container ior oil,one oit the gear wheels dipping below the Surtace oit the oil whereby acontinuous stream of oil will be thrown upon the parte.

lntestiniony whereof, l have hereunto signed my naine to thisspecification.

SCOTT J. MATTHEKVS.

